Tuesday, 18 June 2013

Those embargo-busting jets

The world was amazed when three Boeings suddenly joined Air Rhodesia's fleet
in breach of United Nations sanctions. But offers of aircraft have come from
several countries, says AL J. VENTER.

SANCTIONS BUSTING Air
Rhodesia's three Boeing 720 jets airliners were acquired after "dozens of
false starts" in the airline's secret negotiations in several countries to buy
passenger jets.

Captain Pat Travers, the chief executive, revealed to me that they had
received many offers of American, British and European aircraft, but there was
always a hitch until the 720s were offered.

Only a part of the story of their purchase can be told, and an element of
mystique surrounds Salisbury Airport, where they can be glimpsed from behind
high fences in the maintenance area. Although they are a familiar sight on
training flights over the Rhodesian capital they are still a regular topic of
discussion among Rhodesian where they came from, how they were acquired, and
their cost. There were only a part of the story of their purchase can be told,
and an element of mystique surrounds Salisbury Airport, where they can be
glimpsed from behind high fences in the maintenance area. Although they are a
familiar sight on training flights over the Rhodesian capital they are still a
regular topic of discussion among Rhodesians - where they came from, how they
were acquired, and their cost.

The words Air Rhodesia painted on the fuselage against a white background
— sleek lines, an elegant trim and demonstrating a new-found vitality in a
country long hamstrung by mandatory United Nations sanctions — have turned quite
a few heads.

By now everyone knows that the three Boeing 720s were used in Germany and
were American-owned before that.

The cost, in cocktail party terms, ranges from R 280 000 each, to
R6-million for the three. Similar sources are equally vague about how and by
whom they were acquired.

Some people mention the American secret service, the CIA. Others talk
about South African involvement. One person had the idea that they were a gift
to Rhodesia from a South American millionaire.

But ask people at Salisbury Airport about their new acquisitions and talk
turns to other things.

What is interesting is that this was not the first negotiation Air
Rhodesia had entered into in their bid to buy jets. Captain Travers told me:
"Many people came to us with offers. It would surprise a few United Nations
officials to know which countries were willing to sell to us.

"But each time the deal was about to be concluded there was a hitch.
Either the supplier did not have an adequate supply of spares or there were
problems with the manufacturers involving legalities which ultimately came into
conflict with United Nations sanctions. We inspected dozens of aircraft, and
during this time our executives made numerous trips to Europe and elsewhere to
inspect offered planes."

Finally, said Captain Travers, the three 720s were offered. "The planes
were waiting for us in Switzerland. It was a package deal, and not only was the
product right, the price reasonable, but all other factors fitted into place.
The deal was concluded."

The three aircraft had originally belonged to Eastern Airlines, American
operators, who on switching to Jumbos sold them to a West German firm, Calair,
which used them to transport package-deal tourist groups to holiday centres,
including Kenya

As Jumbos claiming a larger share of the market and Boeing 707s and 720s
became more readily available and cheaper, the charter companies mushroomed.
Then several, including Calair, went out of business.

Although Captain Travers would not say how the three aircraft were
delivered, another source provided this information.

The aircraft were sold in Basle, Switzerland. Air Rhodesia crews who had
undergone Boeing conversion courses were sent to fetch them.

In their Calair colours they were flown first to Portugal and then to
Salisbury. At some stage there was a brief delay while Air Rhodesia colours
replaced those of Calair — a process which, reports have it, probably took place
at a Portuguese military base.

The redecoration project was an efficient one, although obviously
completed by foreigners, for the design was not exactly that in use by the
Rhodesian airline. However, the slightly-altered motif is so effective that Air
Rhodesia has decided to adopt it for its other aircraft.

Having been shown over the planes, I can say that they are in excellent
trim. In spite of claims to the contrary, the jets have many years of service
ahead of them.

The galleys and toilets, usually the first place to show signs of wear and
tear, are in good shape. The seats have been reconditioned, but the original
armrests remain, and these do not indicate 14 years of use, as has been claimed
by one critic of the purchase.

Whereas some airlines maintain their planes with more regard for
functionality than aesthetic values, the previous owners clearly took good care
of them. Everything was in its place, and there was little "lay about" evidence
of major overhauls or part replacements — as one sometimes finds in Middle East
or African aircraft.

Tell-tale signs are often that a screen or a cover has not been carefully
screwed, glued or sewn back into place. These are sometimes left open in case
further

In spite of sanctions and a breakdown in the supply of spare parts Air
Rhodesia has prospered. Where Rhodesian engineers could not obtain new parts
from the manufacturers of the Viscounts in Britain these were designed from
scratch and built in Rhodesia.

One of the parts in everyday use in the Viscount turbo-props is an
electronic fuel-flow indicator which was designed and built by Air Rhodesia
boffins in their Salisbury
workshops. These indicators are now part of the standard equipment of all
Viscounts in service with the airline. Its designers claim it is more efficient
than the original device.

While most African airlines battled with annual losses, Air Rhodesia has
moved to a position of strength during her years of isolation. Figures released
while I was in Salisbury show that the airline is carrying more passengers and
covering more kilometres than did the old
Central African
Airways, which offered services throughout South and East Africa as well as
regular routes to Europe.

Passengers carried by Air Rhodesia during the past year totalled 367 000,
almost 45 per cent up on the number carried by Central African Airways in its
last year.

Passenger kilometres flown increased from 172-million (by CAA) to
205-million (for Air Rhodesia) during the same period.

The last word comes from Pat Travers: "The way for us in Air Rhodesia is
going to be an uphill struggle. However, there is one saving grace — we are used
to it."

Above: Captain Tony Beck, the airline's chief pilot (right), is greeted on the
tarmac at Salisbury Airport on his arrival from Europe with the first Boeing. He
is seen talking to Mr. Ron Maskell, Mr. Henry Radnitz, head of Air Rhodesia's
engineering division and Mr. Jack Cocking.

Above: Other changes are apparent — Air Rhodesia hostesses in their
distinctive new uniforms.

Above: The man who engineered the sanctions breakthrough. Captain
Pat Travers, chief executive of Air Rhodesia. He was formerly
general manager of
East
African Airways.

End

Source: Newspaper The Sunday Times Colour Magazine of 4 November
1973 of South Africa which was made available to ORAFs by Dave
Vermaak (Air Rhodesia).

Article was extracted and recompiled by Eddy Norris for use on "Our
Rhodesian Heritage" blog that he administers.